of paris



E. H. ARQUEMBOURG. FEEDING APPARATUS FOR INTERNAL COMBUSTION MOTORS.

APPLICATION FILED OCT. 27, 19H.

1,195,764. Patented Aug. 22, 1916.

INVENTOR Emi 1e Wbourg ATTORNEYS :QUEMBOURG, of 71 UNITED STATES PATENTOFFICE. I

EMILE-HENRI ARQ'UEMBOURG, 0F PARIS, FRANCE, ASSIGNOB TO SOCIETE J'ULESGROU'IZELLE, ABQUEMBOUBG 8c 0115., OF PARIS, FRANCE.

I FEEDING APPARATUS FOR INTERNAL-COMBUSTION MOTORS.

To all 'whom it may concern:

Be it knqwn that I, EMILE HENRI AR- Rue du Moulin Vert, in the city ofParis, Republic of France, engineer, haveinvented a Feeding Apparatusfor Internal-Qombustion Motors, ofwhich the following-ifs a full, clear,and exact description.

In apparatus for feeding ordinarily employed, the carbureting liquid isadmitted to the motor either by suction or by injection. In the firstcase the air sucked by the motor, lays hold of and draws with it thenecessary quantity of fuel oil for its carburation.

When the motor is running with constant speed and power, the flow of airand the flow of the carbureting liquidmaybe regu-' lated sothat thequantity of fuel picked up '1 fuel is injected by means of a pump,

. possessing may be in. a determinedproportion to the quantity of airsucked by when the speed and power of the motor are varied, as in thecase of'automobiles, it be- I of the differences of density andviscosity of the two fluids, air and liquid fuel, to maintain thlS'proportion; in effect, when the motor in-' creases its speed,thequantity of air sucked :up remains always ap roximately in-prospeedothis mot0r, but the portion to the.

a greater density and liquid fuel, having from this increases 'ngichmore rapidly than that of air in proportion as the speed increases, ar-

rives in excess, in variable proportions according to the differences inspeed. In the second case, that is to say, when the liquid the inertiaof the liquid in movement, particularly when the motor and consequentlythe pump, rotating at great speeds, holds the pump valve lifted beyondthe end of the expulsion stroke of the piston of this latter therefollows a supplementary admission of liquid fuel which varies indifferent proportions for each speed; it is, therefore, equallyimpossible in this case to maintain the proport-ions of the liquid fueland the air sucked The present invention has for its object a feedingdevice'for internal combustion Inotors, constructed in such a way as tofurnish to the motor a quantity of liquid fuel always strictly inproportion to the quantity'of air sucked by the motor, whatever may be.the speed and the power of this motor, and thus the motor but fact avital power which Specification of Letters Patent.

v, Patented Aug. 22,1916. I Application filed October 27, 1911. SerialNo. 657,134. i

remedying the above-mentioned inconven- IGIICBS.

The accompanying drawing shows, by

way of example only, this feeding device.

Figure 1 represents, in the form of a diagram, the'whole of theapparatus. Figs."2, 3 and 4 show modifications Figs. 5 and 6 show, insection, in'two positions, the modification of a detail. Fig. 7 is asectionon the line AA of Fig. 5. i

- In the present apparatus shown Fi 1, the tank a, which contains theliquid fue is connectedby a pipe I) ,to a pump a operated by theinternal combustion motor d. This pum which is a rotary pump forexample,

she d produce a flow in proportion to its speed; further, this flow iscalculated in such a way as to be considerably above the maximumrequirement of the'motor, with the object of permitting a more easyregulation and to compensate for losses due to ,wear. The outflow pipe 6of this pump a divides into a main pipe 7 anda-branch pipe 9, the mainpipe f opens into a carbureting apparatus andthe branch pipe 9 returnsto.

the tank a. p I

The main pipe f andthe branch pipe g, or one or the other, is or. areprovided with regulating meansintended either to compensate thedifferences of'height of'outfiow of these two pipes or to regulateconveniently theiroutflows. Upon'the less elevated pipe I is arranged avalve h loaded insucha way as to balance the difference of height ofoutflow of the liquid in the main pipe f and in the branch pipe g in thecase represented in Fig. 1. this valve his placed u on the branch pipe 9but if the tank a was p aced at a more elevated level than that at whichthe main pipe flows into the carb'ureter, this valve would be placedupon this main pipe In addition, two cocks-i, j, are placed in the twopipes f and g, with the object. of conveniently dividing in these twopipes the quantity'of liquid expelledby the pump (2 so that the mainpipe f delivers always the connected by a right and left'hand screwthreaded sleeve, so that by rotatln'g this sleeve in one or theotherdirection, it is' possible to increase or decrease the length ofthis link; further, the operating lever n of the .gas throttle It", hasa slot at which enables the position of the point of artlculation of theextensible link m to be varied;

by this arrangement it is possible to regulate at will the maximumdegree of opening of the cock 2' and, nevertheless, to make the closingand full opening, the extremes of regulation, of the cock i and of thecock k remain always proportional between themselves. The most simplesections which can be employed preferably with this object are sectionshaving a rectangular form or having the form of a lozenge. The cock. j,placed upon the branch pipe g, may be provided with an index moving overa gradu ated quadrant. Therefore, by the manipulation of this cock j andof the sleeveof the extensible link m, it is always POSSIblG to regulateconveniently the flow in the two vaporization chamber 0 in communicationwith the atmosphere and into which opens the pipe f; this chamber 0 islocated in a casing 39 in the interior of which circulate the exhaustgases from the motor. The vaporization chamber 0 is connected by a pipe9, to the suction tube Z which terminates at the suction valve or inletpipe of the motor; this tubeZ is provided at its base with an extra airinlet valve 1'. I

The operation of the present arrangement for supplying the fuel is asfollows Suppose the throttle is is completely open and the cock 2' atits maximum regulated opening, as shown in Fig. 1, and thatthe motor 03is A working at full power. The pump 0 driven by the motor, sucks thefuel drawn from the tank a by the pipe I), and sends it into the pipe 6,and then into the two pipes f, g. The

liquid sent into the pipe f is projected into Mil the vaporizationchamber 0, heated by the exhaust gases which circulate in the casing 19,and is vaporized in this chamber until it is drawn away by the motor.Under the effect of the suction of the motor, the exterior air entersequally into the chamber 0 and mixes with this carbureting vapor;

there is thus formed a very rich carburetedmixture which enters thesuction tube Z below the throttle is, there dilutes in the extra airentering by the valve r, and arrives mum consumption of fuel oil by themotor,

this excess of fuel oil passes through the branch pipe 9, which returnsit to the tank a; this pipe 9 only allows the excess fuel oil to pass,not consumed by the motor, owing to the resistance opposed by thethrottling of the cock j. If the motor rotates slowly, the quantity ofair sucked up in a given period of time is small; the air enters thenprincipally by the chamber 0, and in very small quantity by the valve 1which offers a certain resistance. quickly, the air enters at the sametime by the chamber 0 and bythe valve 1', which opens more completelyand allows the'necessary 'addition of air to pass. When working at fullpower, the flow in the main-pipe f and in the branch pipe 9 being alwaysin proportion to each other, as has already been stated above, and thevolume leaving the pump being in proportion to the speed of the motor,there is necessarily a constant proportion between this speed of themotor and the quantity of fuel oil which flows through the main-pipe. Ifthe motor ought to work at reduced power, the plug of thecock his turnedso as to reduce the suction of the passage of the suction pipe Z thisdisplacement of the plug of the cock It causes a correspondingdisplacement of the plug of the cook a upon the main pipe f, the sectionof The carbureting apparatus comprises a passage of the carbureted airand of the fuel, control each other and retain thus the N proportion ofeach flow. Therefore, in all cases, the present arrangement of supply,

assures a rigorously proportioned carburation. Y

In some cases, it may be advantageous instead of having a fixedregulation cock j upon the branch pipe 9, to connect this cock 7' by asmall link or by any other mode of control connection to the cock 2'upon the main pipe 7'', so that when the speed is reduced, the sectionof the passage in the branch pipe is increased when the main pipe isclosed, and inversely. In the apparatus above described the two cocks 7cand 2' control each other by a mechanical connection; Fig. 2 showsanother method of realizing this control. a i

The plug of the cock '5 of the main pipe fof the fuel is connected by anextensible link m to a piston s which is movable in a cylinder 6, thepart of this cylinder opposed to the link m with relation to the pistons, is in communication with the suction pipe Z of carbureted air in thepart comprised between the throttle k and the inlet part of the motor.An antagonistic spring u is interposed between the piston s and thebottom of the cylinder If, this spring is calculated so as to retain thepiston s in the position corresponding to the opening. of the cock iwhen the throttle is completely open.

ceive by this apparatus displacements in proportion to those of thethrottle k; t The I connection between the two cocks k and 2' of thecock k.

Figs. 3 and 4 show two other methods of realizing the4present system offeeding, in which the variation of flow of the fuel, in case of drivingat reduced power, is obtained by diminution of the speed of the pump.The transmission of the motion of the motor 03 to the pump 0 is realizedby means of a belt 1) passing over two conoidal surfaces o and o keyedrespectively upon the shafts of the motor and of the pump, a fork w,carried by a rod '10 enables the belt to be moved upon these conoidalsurfaces and the speed of the pump to be varied. The displace,

ment of the rod to may be controlled either, as represerted at Fig. 3,by a slotted arm 11. keyed upon the plug of the throttle k, or as shownin Fig. 4 by a piston s which is moved by the effect of the partialvacuum produced in the pipe Z by the partial closing of the cock is, asabove stated with respect to the method of carrying the invention intoeffect shown at Fig. 2. These two arrangements assure the simultaneousdis placement of the gas throttle and the variation of correspondingspeed of the pump, and consequently a variation always proportionate ofthe quantity of fuel and of the quantity of air. Any'other system oftransmission providing a progressive change of speed could be applied toconnect the motor to the pump 0.

Figs. 5 to 7 show an arrangement applicable to the present system offeeding, by means of which the valve r may :be done away with'andpermitting the gas throttle to assure the mixture of carbureted air andadditional air sucked by the motor. In

front of the throttle k, the suction tube is divided into two unequalparts Z Z by a artition m of rounded form, as shown at ig. 6; the part Zis in communication with the tube 9 which directs the carbureted air,

and the part 1 opens into.the atmosphere.

When the throttle is is completely open,

Fig. 5, the suction of the motor takes place at the same time in the twoparts Z Z"; to assure the homogeneity of the mixture, the plug of thethrottle is or the tube Z may take the form of a. helicoidal partitiong, which will compel the mixture to take a gyratory movement. When thethrottle is is partially closed, the suction diminishes in the part Zand when this plug is moved into the position shown in Fig. (3, thesuction of the motor takes place only in the part Z Besides-theadvantages above indicated, and particularly that of maintaining constant the proportion of air and of fuel under all conditions of speed ofthe motor,

the present system of feeding possesses also the advantage of assuringthe formation of a homogeneous carbureted mixture; in effect, the fuel,being completely volatilized by its passage through the heater, isbrought to a perfectly gaseous state and is thus mixed intimately withthe air.

The present system of feeding may-be employed with any kinds of fuel,not only fuel oil or alcohol, but also hydrocarbons of a somewhat greatdensity. This arrangement of feed has also the advantage of being unaffected bylvi-bration and of permitting the fuel tank to be placed atany level with respect to the various parts of the-carbureting system.The present system of feeding may be applied equally well to motorshaving a single cylinder as to multiple cylinder motors.

The above indicated arrangements are only given as examples; the forms,dimensions and details of construction of the various parts of theapparatus may be varied according to the applications.

Claims:

1. A feeding apparatus for internal ,combustion motors, comprising incombination, a tank containing the liquid fuel, a pump operated by theinternal combustion motor and the suction of which is connected to saidtank, the flow of the pump being proportional to its speed anddistinctly above the maximum consumption of the motor, a car buretingapparatus, an outflow conduit leading from the pump and bifurcating intwo conduits, one leading to the carbureting apparatus and the other tothe tank and adapted to return to the tank the carbureting liquid notpassing to the motor, and regu- 1 pipe on the outlet pipe 015 QP P andsaid motor.

being adapted compensate for the dillerencesjof height to which theliquid is driven.

back in eachof said pipesand to regulate the outflow-of the latteraccording to the quantity of air sucked by the motor whatever may be thespeedand power of the 2. A,fe'eding apparatus for internal combustion'motors, comprising in combination,

atank containing the liquid fuel, a pump operated by the internalcombustion motor and the suction of which is connected to said tank, theflow-of the pump being'proportional to its speed and distinctly abovethe porizing carbureting apparatusheated'by maximum consumption of themotor, a vaf the exhaust gases of the motor, an outflow I conduitleading from the pump and "bifur eating in two conduits, one leading tothecarbureting apparatus and the other to the tank and adapted to returnto the tank the I carbureting liquid not passing to the motor,

and .to regulate theoutflow-of the latter,-

and regulating means intercalated on the one-hand on the pipe in whichis sent the 1 liquid driven back by the pump and leading to thecarbureting apparatus and, on the other hand, on the branch pipe saidregulating means being adapted'to compensate for the differences ofheight to which the" liquid is driven back in eachof said pipesaccordingto the-quantity ,ofair sucked'by the motor, whatevermayl-be thespeed and power of the'motor.

3. A feeding apparatuslfor intei'nal com bustion motors, comprising incombination,

a tank containing the liquid fuel, a pump operated by the'internal,combustion motor and the sucti'onof which is; connected to said tank,the flow of the pump being proportional to its speed and distinctlyabove 1 the maximum consumption'of the motor, a

liquid not passing to the motor, a check valve l Y pipes, a cock-placedupon the branch-pipe,

a'gas throttle upon the carbureted air inlet .p-ipe, a cock upon theoutlet pipe and a de-.

vaporizing carbureting apparatus heated by the exhaust gases of themotor and connected to the" outlet pipe 'of the pump, a, branch adaptedto return to the tank the carbureting arranged upon that pipe which hasthe less elevation for regulating the outflow of said vlce by which thecock of the outlet pip'eiscontrolled by said gas throttle. v 4. Affeeding apparatusvfor internal combustion motors, comprising incombination, a tank containing theliquid fuel, a pump."

operated by the internal combustion motor and the suction of which isconnected to said]; vtank, the flow of'the pump being pr0pQ ':j tionalto its speed anddistinctly above the"- maximum consumption'of the motor,a car-f bureting apparatus connected to the outflow of said pump,'.a'-branch pipe on the outlet pipezof the pump -and adapted to return tothe tank the .carbureting liquid not passing to the motor, a check valvearranged upon that pipe which has-the less elevation for regulating,-the outflow of said pipes, a cock placed upbn the. branch pipe, a gasthrottle tank, an outlet pipe leading to the carbureter, a valvein saidoutlet pipe, andmeans whereby the position of the valve in said outletpipe will be controlled by the position? of; the valve in motor.-

6. In a feeding apparatus for internal? combustion motors, a supplytank, a. car

bureter, a motor having a suction pipe with the suction pipe of the; f,v

which the carburetor isconnected, a pump 1 operated by the motor andconnected with the supply'tank, an outlet pipe leading from the motorand having branches, one of the branches being connected with the supplytank and the other with the carburetor, a

valve in the suction pipe of the motor, a

valve in the branch of the outlet leading to the'carbureter, and meansfor controlling the valve in the-said branch 'pipe from thevalve in thesuction pipe of the motor. 4

7. In a feeding apparatus for internal combustion motors, a motor havinga suction pipe provided with anairvalve and a throttle, a supply tank, a'carbureter con nected with the suction pipe of the motor between theair valve and throttle, a pump operated by themotor and connected withthe supply tank, an outlet pipe leading from the pump, and havingbranches, one branch .being connected with the supply tank and the otherwith the oarbureter, a valve in each branch of the saidjoutlet, andmeans for controlling the valve in the branch leading-to the ca'rbureterfrom'the throttle of the suction pipe of the motor.

The foregoing specification of my feeding apparatus for internalcombustion motors signed by me this tenth day of October,

1911 I i a i EMILE HENRI ARQUEMBOURG.

Witnesses g i j H. C. Coxn,

- f GEORGES CHAnLns- OOQUET,

